U.S. patent number 9,340,082 [Application Number 14/693,378] was granted by the patent office on 2016-05-17 for vehicle wheel suspensions.
This patent grant is currently assigned to FORD GLOBAL TECHNOLOGIES, LLC. The grantee listed for this patent is FORD GLOBAL TECHNOLOGIES, LLC. Invention is credited to Ralf Hintzen, Friedrich Peter Wolf-Monheim.
United States Patent |
9,340,082 |
Hintzen , et al. |
May 17, 2016 |
Vehicle wheel suspensions
Abstract
A wheel suspension for a vehicle may include a wheel carrier and
a torsionally stiff transverse control arm. The control arm may
include a first front joint element and a first rear joint element
pivotably mounted to the wheel carrier. The first front joint
element may include a moveable bearing configured to transmit
forces only in a direction that is parallel to a vertical axis of
the vehicle.
Inventors: |
Hintzen; Ralf (Aachen,
DE), Wolf-Monheim; Friedrich Peter (Aachen,
DE) |
Applicant: |
Name |
City |
State |
Country |
Type |
FORD GLOBAL TECHNOLOGIES, LLC |
Dearborn |
MI |
US |
|
|
Assignee: |
FORD GLOBAL TECHNOLOGIES, LLC
(Dearborn, MI)
|
Family
ID: |
54261707 |
Appl.
No.: |
14/693,378 |
Filed: |
April 22, 2015 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20150306932 A1 |
Oct 29, 2015 |
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Foreign Application Priority Data
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Apr 25, 2014 [DE] |
|
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10 2014 207 793 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60G
7/02 (20130101); B60G 7/001 (20130101); B60G
7/005 (20130101); B60G 2206/121 (20130101); B60G
2204/416 (20130101) |
Current International
Class: |
B60G
7/00 (20060101); B60G 7/02 (20060101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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20 2014 101 981 |
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Jun 2014 |
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DE |
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Primary Examiner: Freedman; Laura
Attorney, Agent or Firm: Jones Robb, PLLC Coppielle; Raymond
L.
Claims
What is claimed is:
1. A wheel suspension for a vehicle, comprising: a wheel carrier;
and a torsionally stiff transverse control arm, wherein the control
arm comprises a first front joint element and a first rear joint
element pivotably mounted to the wheel carrier, and wherein the
first front joint element comprises a moveable bearing configured
to transmit forces only in a direction that is parallel to a
vertical axis of the vehicle.
2. The wheel suspension of claim 1, wherein the control arm further
comprises a second front joint element and a second rear joint
element, wherein the second joint elements are configured to be
pivotably mounted to a frame rail of the vehicle.
3. The wheel suspension of claim 1, wherein the moveable bearing is
formed by an extension on the control arm that is received in a
recess in the wheel carrier.
4. The wheel suspension of claim 3, wherein the recess has an inner
diameter that is substantially larger than a corresponding outer
diameter of the extension in a direction that is parallel to
longitudinal axis of the vehicle and in a direction that is
parallel to a lateral axis of the vehicle, and wherein the inner
diameter of the recess is insignificantly larger than the
corresponding outer diameter of the extension in the direction
parallel to the vertical axis of the vehicle.
5. The wheel suspension of claim 3, wherein the extension has a
substantially spherical shape.
6. The wheel suspension of claim 3, wherein the extension has a
substantially cylindrical shape and wherein a longitudinal axis of
the cylinder is oriented substantially parallel to a longitudinal
axis of the vehicle.
7. The wheel suspension of claim 6, wherein the cylinder has a
crowned face.
8. The wheel suspension of claim 3, further comprising an elastic
element inserted between an outer face of the extension and an
inner face of the recess.
9. The wheel suspension of claim 3, further comprising a material
inserted between an outer face of the extension and an inner face
of the recess for reducing surface friction between the extension
and the recess.
10. The wheel suspension of claim 1, wherein the first rear joint
element comprises a ball bearing.
11. A wheel suspension for a vehicle, comprising: a wheel carrier
disposed within an internal space of a rear wheel of the vehicle;
and a torsionally stiff transverse control arm pivotably mounted to
the wheel carrier and extending between the wheel carrier and a
frame rail of the vehicle, the control arm being pivotably mounted
to the wheel carrier via first front and rear joint elements and
pivotably mounted to the frame rail via second front and rear joint
elements; wherein the first front joint element comprises a
moveable bearing configured to transmit forces only in a direction
that is parallel to a vertical axis of the vehicle.
12. The wheel suspension of claim 11, wherein the moveable bearing
is formed by an extension on the control arm that is received in a
recess in the wheel carrier.
13. The wheel suspension of claim 12, wherein the recess has an
inner diameter that is substantially larger than a corresponding
outer diameter of the extension in a direction that is parallel to
longitudinal axis of the vehicle and in a direction that is
parallel to a lateral axis of the vehicle, and wherein the inner
diameter of the recess is insignificantly larger than the
corresponding outer diameter of the extension in the direction
parallel to the vertical axis of the vehicle.
14. The wheel suspension of claim 12, wherein the extension is
spherically shaped.
15. The wheel suspension of claim 12, wherein the extension is
cylindrically shaped and wherein a longitudinal axis of the
cylinder is oriented substantially parallel to a longitudinal axis
of the vehicle.
16. The wheel suspension of claim 15, wherein the cylinder has a
crowned face.
17. The wheel suspension of claim 12, further comprising an elastic
element inserted between an outer face of the extension and an
inner face of the recess.
18. The wheel suspension of claim 12, further comprising a material
inserted between an outer face of the extension and an inner face
of the recess for reducing surface friction between the extension
and the recess.
19. The wheel suspension of claim 11, wherein the first rear joint
element comprises a ball bearing.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
This application claims priority to German Application No.
102014207793.1, filed on Apr. 25, 2014, the entire content of which
is incorporated by reference herein.
TECHNICAL FIELD
The present disclosure relates generally to vehicle wheel
suspensions. In particular, the present disclosure relates to
integral link rear wheel suspensions for motor vehicles.
BACKGROUND
A vehicle's wheel suspension system plays a vital role in both
serving to isolate the occupants of the vehicle from the
irregularities of the road surface, and helping to control the
stability of the vehicle by managing the relative position of the
wheels to the vehicle body during the vehicle's operation.
Suspension systems can take various forms, including, for example,
a double wishbone suspension, a multi-link suspension, and an
integral link suspension.
Integral link suspensions, for example, may have two joint
elements, a rear joint element and a front joint element, between a
four-point control arm (i.e., H-arm) and the wheel carrier (i.e.,
knuckle). The rear joint element is generally stiff in all spatial
directions (X, Y and Z), while the front joint element only needs
to be stiff in the vertical direction (Z). In conventional integral
link suspensions, the front joint element is therefore generally
configured such that it is particularly stiff in a direction
parallel to a vertical axis of the vehicle (i.e., the Z axis), in
comparison with the remaining two spatial directions (X and Y). For
example, in one conventional suspension design, the front joint
element is a rubber-elastic bushing, wherein the rubber material of
the bushing has a substantially greater stiffness in the Z
direction than in the X and Y directions. In another conventional
suspension design, the front joint element is attached to an
integral control arm, which forms an articulated connection between
the transverse control arm (i.e., of the H-arm) and the wheel
carrier. Both conventional designs, however, take up a large amount
of space, and due to the number of necessary components for each
joint configuration, increase the weight, and therefore the cost,
of the wheel suspension.
It may, therefore, be advantageous to provide an integral link
suspension design that requires less package space, while
maintaining the good driving dynamics generally associated with
such suspensions. It may also be advantageous to provide an
integral link suspension that is lighter and less costly to
manufacture.
SUMMARY
In accordance with various embodiments of the present disclosure, a
wheel suspension for a vehicle may include a wheel carrier and a
torsionally stiff transverse control arm. The control arm may
include a first front joint element and a first rear joint element
pivotably mounted to the wheel carrier. The first front joint
element may include a moveable bearing configured to transmit
forces only in a direction that is parallel to a vertical axis of
the vehicle.
In accordance with various additional embodiments of the present
disclosure, a wheel suspension for a vehicle may include a wheel
carrier disposed within an internal space of a rear wheel of the
vehicle. The wheel suspension may further include a torsionally
stiff transverse control arm pivotably mounted to the wheel carrier
and extending between the wheel carrier and a frame rail of the
vehicle. The control arm may be pivotably mounted to the wheel
carrier via first front and rear joint elements and pivotably
mounted to the frame rail via second front and rear joint elements.
The first front joint element may include a moveable bearing
configured to transmit forces only in a direction that is parallel
to a vertical axis of the vehicle.
Additional objects and advantages of the present disclosure will be
set forth in part in the description which follows, and in part
will be obvious from the description, or may be learned by practice
of the present disclosure. Various objects and advantages of the
present disclosure will be realized and attained by means of the
elements and combinations particularly pointed out in the appended
claims.
It is to be understood that both the foregoing general description
and the following detailed description are exemplary and
explanatory only and are not restrictive of the present
disclosure.
The accompanying drawings, which are incorporated in and constitute
a part of this specification, illustrate embodiments of the present
disclosure and together with the description, serve to explain the
principles of the present disclosure.
BRIEF DESCRIPTION OF THE DRAWINGS
At least some features and advantages will be apparent from the
following detailed description of embodiments consistent therewith,
which description should be considered with reference to the
accompanying drawings, wherein:
FIG. 1 is a top view of an exemplary embodiment of an integral link
suspension in accordance with the present disclosure;
FIG. 2 is a cross-sectional view of the suspension of FIG. 1 taken
through line 2-2 of FIG. 1;
FIG. 3 is another cross-sectional view of the suspension of FIG. 1
taken through line 3-3 of FIG. 1;
FIG. 4 is a top view of another exemplary embodiment of an integral
link suspension in accordance with the present disclosure;
FIG. 5 is a cross-sectional view of the suspension of FIG. 4 taken
through line 5-5 of FIG. 4; and
FIG. 6 is another cross-sectional view of the suspension of FIG. 4
taken through line 6-6 of FIG. 1.
Although the following detailed description makes reference to
illustrative embodiments, many alternatives, modifications, and
variations thereof will be apparent to those skilled in the art.
Accordingly, it is intended that the claimed subject matter be
viewed broadly.
DESCRIPTION OF THE EMBODIMENTS
Reference will now be made in detail to various embodiments,
examples of which are illustrated in the accompanying drawings.
However, these various exemplary embodiments are not intended to
limit the disclosure. To the contrary, the disclosure is intended
to cover alternatives, modifications, and equivalents.
In accordance with various exemplary embodiments, the present
disclosure contemplates integral link wheel suspensions for a motor
vehicle that function similar to conventional integral link
suspensions, while taking up less package space and having a
reduced cost and weight. For instance, the exemplary embodiments
described herein contemplate utilizing a movable bearing for the
front joint element instead of a rubber-elastic bushing or an
articulated connection.
As used herein, a moveable bearing is a bearing that can transmit
forces in one or two of the three spatial directions (X, Y, and Z),
and which has substantially no force-transmitting connection in the
remaining spatial direction or directions. As would be understood
by those of ordinary skill in the art, a moveable bearing is
substantially more simple and economical to construct, compared
with, for example, a control arm bearing with a rubber-elastic
bushing in which the rubber-elastic material has different degrees
of stiffness depending on direction. In particular, in a moveable
bearing, no rubber bushing is required, since the respective
degrees of freedom of movement of the bearing are determined not by
the stiffness of a rubber-elastic material but by the moveable
bearing itself. Consequently, the moveable bearing is more compact
in construction than a rubber-metal bearing. In addition, there is
no need to use an integral control arm for articulated connection
of the corresponding transverse control arm bearing point to the
wheel carrier, which also saves both construction space and weight,
and reduces production costs for the wheel suspension.
In accordance with various embodiments of the present disclosure,
the moveable bearing can transmit forces in only one of three
spatial directions (X, Y, and Z). Consequently, the moveable
bearing has substantially no force-transmitting connection in two
of the three spatial directions, so that movements of the
transverse control arm relative to the wheel carrier are possible
in the plane defined by these two spatial directions. As a result,
the desired driving dynamic properties of the wheel suspension can
also be established in a targeted fashion.
Various embodiments of the present disclosure contemplate, for
example, wheel suspensions including a wheel carrier and a
torsionally stiff transverse control arm, such as, for example, an
H-arm or 4-point control arm, that is pivotably mounted to the
wheel carrier via a first front joint element and a first rear
joint element, wherein the first front joint element is a moveable
bearing configured to transmit forces only in a direction that is
parallel to a vertical axis (Z) of the vehicle. Consequently, in
such embodiments, the moveable bearing allows relative movements
between the wheel carrier and the transverse control arm in the
direction of a vehicle longitudinal axis (direction of travel) and
in a vehicle lateral axis (direction transverse to direction of
travel). Thus, a relative movement is possible between the first
front joint element and the transverse control arm, such that in
particular upon braking of the vehicle and/or upon cornering, a
desired toe change results from the connection between the wheel
carrier and a frame rail of the vehicle. Furthermore,
over-determination of the wheel suspension kinematics is avoided
due to the degree of freedom of movement that is predefined by the
moveable bearing.
As used herein the terms "front" and "rear" refer to the relative
location of each joint element (i.e., while mounted to a respective
wheel carrier and/or frame rail of the vehicle) to the front and
rear of the vehicle. In other words, each control arm is configured
to extend between a respective wheel carrier and a frame rail of
the vehicle, and is mounted by a first set of joint elements to the
wheel carrier and by a second set of joint elements to the frame
rail. The joint elements that are located on the front of the
control arm (which are positioned towards the front of the vehicle)
are therefore referred to as front joint elements, and the joint
elements that are located on the back of the control arm (which are
positioned towards the rear of the vehicle) are referred to as rear
joint elements.
As used herein, the term "frame rail" refers to any type of vehicle
frame rail, including but not limited to, rails that form the main
superstructure of the chassis of the motor vehicle and subframe
rails that form frame sections that attach to the chassis.
In accordance with various embodiments, the moveable bearing may be
formed by an extension on the control arm that is received in a
recess in the wheel carrier. For instance, to create a bearing that
transmits forces only in a direction parallel to the vertical axis
(Z) of the vehicle, in various exemplary embodiments, the recess
may have an inner diameter that is substantially larger than a
corresponding outer diameter of the extension in the special
directions X and Y, while having an inner diameter that is
insignificantly larger than a corresponding outer diameter in the
special direction Z. In other words, the recess may have an inner
diameter that is substantially larger than a corresponding outer
diameter of the extension: (1) in a direction that is parallel to
the longitudinal axis of the vehicle, and (2) in a direction that
is parallel to the lateral axis of the vehicle, while the inner
diameter of the recess is insignificantly larger than the
corresponding outer diameter of the extension in the direction
parallel to the vertical axis of the vehicle. Thus, forces may be
transmitted in the spatial direction Z, in which the inner diameter
of the recess is substantially equal to the corresponding outer
diameter of the extension. In the two other spatial directions (X
and Y), due to the substantial difference between the inner
diameter of the recess and the outer diameter of the extension,
there is sufficient freedom of movement for the extension to move
in the recess. The freedom of movement in the respective spatial
directions is, therefore, dimensioned such that relative movements
are possible between the extension and the recess, as would
normally be allowed by the wheel suspension kinematics depending on
driving dynamics. The moveable bearing, therefore, does not limit
the relative movement between the extension and the recess in the
two permitted spatial directions (X and Y).
As discussed in detail below, a first exemplary embodiment of the
present disclosure contemplates an extension that is spherically
shaped (i.e., is spherical at an end that engages the recess), and
a second exemplary embodiment of the present disclosure
contemplates an extension that is cylindrically shaped (i.e., is
cylindrical at the end that engages the recess). In the latter
case, a longitudinal axis of the cylinder is oriented substantially
parallel to the longitudinal axis of the vehicle. Both alternative
embodiment shapes of the extension allow for a low-friction
mounting of the extension in the recess, due to spot-like contact
points between the extension end and the recess (spherical design)
or the at most linear contact points between the extension end and
the recess (cylindrical embodiment). Also both the spherical and
the cylindrical designs allow a relatively stiff connection of an
outer face of the extension to an inner face of the recess at the
point where the two surfaces touch in spot-like or linear contact.
In this direction, therefore, a robust force transmission is
guaranteed.
In accordance with various additional embodiments, the first rear
joint element may include a ball bearing, which can transmit forces
in all three spatial directions (X, Y, and Z) and is formed stiff.
Accordingly, in conjunction with the first front joint element
(which is a movable bearing), the first rear joint element allows
rotation of the wheel carrier relative to the transverse control
arm about a rotation axis established through the ball bearing,
which extends in the force-transmission direction of the moveable
bearing. As a result, the suspension can achieve a desired toe
adjustment of the wheel held by the wheel carrier (i.e., on the
vehicle frame), under the effects of braking forces on the wheel
suspension. Furthermore, in conjunction with the cylindrical or
spherical design of the extension as described above, the wheel
carrier can rotate relative to the transverse control arm about the
axis defined by the connecting line between the moveable bearing
and the ball bearing. Kinematic and elasto-kinematic toe changes
can be achieved for example with the aid of a toe link positioned
in front of the H-arm or 4-point control arm.
Moreover, spring movements (spring compression and extension) of
the wheel suspension, and vibrations introduced into the moveable
bearing during vehicle travel may advantageously prevent the
undesirable so-called stick-slip effect in the moveable bearing,
and in particular prevent a slipping back of the extension moving
relative to the recess.
With reference now to the figures, FIGS. 1 and 4 respectively show
a top view of wheel suspensions 1 and 100 in accordance with the
present disclosure. The spatial directions X and Y shown in FIGS. 1
and 4 constitute a direction parallel to the vehicle longitudinal
axis (X direction) and a direction parallel to the vehicle lateral
axis (Y direction).
As shown in FIGS. 1 and 4, the wheel suspensions 1, 100 include a
wheel carrier 2, 102 which may bear a wheel (not shown) rotatably.
In accordance with various embodiments, for example, in use, the
wheel carrier is configured to be disposed within an internal space
of a rear wheel of the vehicle (not shown). The wheel carrier 2,
102 is pivotably mounted on a torsionally stiff transverse control
arm 3, 103, which in turn is pivotably mounted to a vehicle frame
rail (not shown) or on a subframe (also not shown) connected to the
vehicle superstructure. For this, the transverse control arm 3, 103
has two joint elements for pivotably mounting the control arm 3,
103 to the wheel carrier 2, 102, a first front joint element 4, 104
and a first rear joint element 5, 105. And, two joint elements for
pivotably mounting the control arm 3, 103 to the vehicle frame rail
(not shown), a second front joint element 6, 106 and a second rear
joint element 7, 107. In accordance with various embodiments, for
example, the first rear joint element 5, 105 may be a ball bearing
(which can transmit forces in all three spatial directions X, Y and
Z and is formed stiff), and the second front and rear joint
elements 6, 106 and 7, 107 may be conventional rubber-metal
bushings.
As above, in various exemplary embodiments of the present
disclosure, the first front joint element 4, 104 is a moveable
bearing which, in the exemplary embodiments of the wheel
suspensions 1, 100 shown in FIGS. 1 and 4, can transmit forces only
in a spatial direction Z running perpendicular to the spatial
directions X and Y given in FIGS. 1 and 4. The spatial direction Z
corresponds to a direction parallel to a vertical axis of the
vehicle.
The moveable bearing 4, 104 is substantially formed by an extension
8, 108 on the control arm 3, 103, which is held in a recess 9, 109
in the wheel carrier 2, 102. In various embodiments, for example,
as shown in FIGS. 1-3, the extension 8 has a substantially
spherical shape and the recess 9 has a substantially rectangular
shape. While, in various additional embodiments, as shown in FIGS.
4-6, the extension 108 has a substantially cylindrical shape and
the recess 109 has a substantially rectangular shape. As
illustrated best perhaps in the cross-sectional views of FIGS. 2
and 3 and FIGS. 5 and 6, the recess 9, 109 has a substantially
larger inner diameter D.sub.I in the X and Y directions than the
corresponding outer diameter D.sub.O of the extension 8, 108 in the
X and Y directions. In the remaining spatial direction Z, the inner
diameter D.sub.I of the recess 9, 109 is, however, insignificantly
larger than the corresponding outer diameter D.sub.O of the
extension 8, 108.
Those of ordinary skill in the art would understand, however, that
the wheel suspensions shown in FIGS. 1-6 are exemplary only in that
the joint elements and the wheel carriers to which the joint
elements are connected, may have various alternative configurations
(i.e., shapes and/or cross-sections), lengths, dimensions, and/or
connection points without departing from the scope of the present
disclosure and claims. Furthermore, the movable bearings (and
extensions and recesses forming the bearings) are not limited to
the shapes and cross-sections shown, but may have various shapes,
cross-sections, dimensions and/or configurations.
As also shown in the cross-sectional views of FIGS. 2 and 3 and
FIGS. 5 and 6, in various embodiments, an elastic element 10, 110
with high stiffness may be inserted between an outer face 13, 113
of the extension 8, 108 and an inner face 14, 114 of the recess 9,
109. In various embodiments, for example, the elastic element 10,
110 may be arranged on the inner face 14, 114 of the recess 9, 109,
at least in the Z direction in which the moveable bearing 4, 104
can transmit forces. In various additional exemplary embodiments,
the elastic element 10, 110 may be arranged on the outer face 13,
113 of the extension 8, 108, which is received within the recess 9,
109. The elastic element 10, 110 may ensure, for example, that
there is adequate vibration isolation between the wheel carrier 2,
102 and the transverse control arm 3, 103, while at the same time
allowing for a high caster stiffness of the wheel suspension 1, 100
about the vehicle's lateral axis. The elastic element 10, 110 may
be made from various elastic materials, including, but not limited
to, a rubber material or a plastic material.
In various additional embodiments, to further reduce the friction
between the extension and the recess, a friction-reducing element
11, 111, for example, a friction-reducing coating, may be applied
to the elastic element 10, 110, and thus also be arranged between
the inner face 14, 114 of the recess 9, 109 and the outer face 13,
113 of the extension 8, 108. The friction-reducing element 11, 111
may also be present in the form of a lubricant film between the
inner face 14, 114 of the recess 9, 109 and the outer face 13, 113
of the extension 8, 108. In embodiments where the elastic element
10, 110 is arranged on the extension 8, 108, the friction-reducing
element 11, 111 could equally be arranged on an outer face of the
elastic element 11, 111 or the inner face 14, 114 of the recess 9,
109.
As above, various embodiments of the present disclosure contemplate
an extension 8 having a substantially spherical shape as shown in
FIGS. 1-3. And, various additional embodiments of the present
disclosure contemplate an extension 108 having a substantially
cylindrical shape as shown in FIGS. 4-6. Accordingly, as
illustrated in FIGS. 2 and 5, the end of the extension 8, 108
(which is held within the recess 9, 109) may have a substantially
circular cross-section in the YZ plane. As shown in FIG. 6,
however, in the cylindrical embodiment, the end of the extension
108 may have a substantially cylindrical cross-section in the XZ
plane, such that a longitudinal axis A of the cylinder is oriented
substantially parallel to a longitudinal axis of the vehicle, or is
parallel to the X axis which stands perpendicular to the Y and Z
directions. As also shown in FIG. 6, in various embodiments, the
cylinder or casing surface 112 is formed slightly crowned in order
to prevent a tilting of the cylinder surface 112 in the recess 109
under the relative movement of the extension 108 in the recess 109.
Furthermore, the crowning of the cylinder surface 112 may lead to a
reduction in friction between the cylinder surface 112 and the
inner face 114 of the recess 109 at the contact points in the X and
Y directions, which are reduced because of the crowning.
As above, both embodiments described herein (the spherical
embodiment and the cylindrical embodiment) allow a relative
movement between the extension 8, 108 and the recess 9, 109 both in
the lateral direction (Y direction) and in the longitudinal
direction (X direction). Consequently, in conjunction with the
first rear joint element 5, 105 (which is a ball bearing), the
wheel carrier 2, 102 can rotate relative to the transverse control
arm 3, 103 about a rotation axis defined by the first rear joint
element 5, 105 and extending in the Z direction, which may lead to
a desired toe adjustment under the effect of braking and/or lateral
forces acting on the wheel suspension 1, 100.
Furthermore, in both embodiments described herein, the wheel
carrier 2, 102 can also rotate relative to the transverse control
arm 3, 103 about a rotation axis which is defined by the connecting
line between the first front joint element 4, 104 (which is a
moveable bearing) and the first rear joint element 5, 105 (which is
a ball bearing). Also, both the spherical and cylindrical designs
allow a relatively stiff connection of the outer face 13, 113 of
the extension 8, 108 to the inner face 14, 114 of the recess 9, 109
at the point where the two faces touch in the Z direction in a
spot-like or linear contact. A robust force transmission between
the wheel carrier 2, 102 and the transverse control arm 3, 103 is,
therefore, guaranteed in the Z direction.
While the present disclosure has been disclosed in terms of
exemplary embodiments in order to facilitate better understanding
of the present disclosure, it should be appreciated that the
present disclosure can be embodied in various ways without
departing from the principle of the disclosure. Therefore, the
present disclosure should be understood to include all possible
embodiments which can be embodied without departing from the
principle of the disclosure set out in the appended claims.
Furthermore, although the present disclosure has been discussed
with relation to motor vehicles, those of ordinary skill in the art
would understand that the present teachings as disclosed would work
equally well for any type of vehicle having one or more wheels
connected to the vehicle via a suspension.
For the purposes of this specification and appended claims, unless
otherwise indicated, all numbers expressing quantities, percentages
or proportions, and other numerical values used in the
specification and claims, are to be understood as being modified in
all instances by the term "about." Accordingly, unless indicated to
the contrary, the numerical parameters set forth in the written
description and claims are approximations that may vary depending
upon the desired properties sought to be obtained by the present
invention. At the very least, and not as an attempt to limit the
application of the doctrine of equivalents to the scope of the
claims, each numerical parameter should at least be construed in
light of the number of reported significant digits and by applying
ordinary rounding techniques.
It is noted that, as used in this specification and the appended
claims, the singular forms "a," "an," and "the," include plural
referents unless expressly and unequivocally limited to one
referent. As used herein, the term "include" and its grammatical
variants are intended to be non-limiting, such that recitation of
items in a list is not to the exclusion of other like items that
can be substituted or added to the listed items.
It will be apparent to those skilled in the art that various
modifications and variations can be made to the system and method
of the present disclosure without departing from the scope its
disclosure. Other embodiments of the disclosure will be apparent to
those skilled in the art from consideration of the specification
and practice of the disclosure disclosed herein. It is intended
that the specification and embodiment described herein be
considered as exemplary only.
* * * * *